At the Touratech Test Ride in Tuscany, the new BMW R 1300 GS Adventure had to show what it can do in mixed touring use. And that's a hell of a lot, as we found out.

Extremely winding country roads, open stretches where you can really twist the throttle, even a few sections on the Super Strada and then plenty of unpaved stretches through to rough dirt tracks - our touring area south of Siena proves to be the ideal ‘laboratory’ for getting to know a new adventure bike. While the massive R 1300 GS Adventure still inspires a great deal of respect on first encounter, familiarity immediately sets in when you sit on it. You feel harmoniously integrated into the motorbike, all the controls are within easy reach and the seat height does not cause any difficulties for riders over 180 centimetres tall. And as soon as the machine is moving at even minimal speed, the dimensions and weight are forgotten.

Even on the first few kilometres, it becomes clear that the new 1300 boxer is perfectly suited to a long-distance motorbike. It responds precisely to the slightest twist of the throttle grip and delivers its power in a controllable manner. With the typical boxer pressure from the cellar, it is predestined for shiftless riding on long journeys. This is relaxed touring.

The Expedition engine guard also withstands rough impacts.

But don't worry: If you want to be faster on the road and want to push the powerful bike around the bends in a full lean angle, you can look forward to a spontaneously revving twin that should also delight sporty types. With the Ride Modes, the performance characteristics can be varied just as you need them.

As soon as we leave the paved roads, the gentle power from the depths of the engine speed cellar comes into play again. Even on loose surfaces, the Adventure builds up plenty of traction.

Compared to its sister model, the R 1300 GS, the Adventure offers two centimetres more suspension travel. This gives the rider a little extra confidence on the numerous unpaved routes.

The precision with which the chassis already impressed us when cornering off-road is also guaranteed on gravel tracks. Prerequisite: The surface is not too deep, otherwise the machine will push over the small 19-inch front wheel. However, it's certainly good enough for use on tracks and harmless off-road play.

Perfectly in view and robust enough even for rough track use: the Touratech sat nav holder.

It goes without saying that we had already equipped the Adventure with Touratech accessories. Some of them were near-production prototypes, some were already available for purchase. Of course, the super-robust ZEGA aluminium case system with the indestructible stainless-steel carrier is also available for the R 1300 GS Adventure for the big tour. The cases are available in different sizes and in either silver or black anodised finish. Alternatively, Touratech has some very interesting soft luggage systems in its programme.

The ZEGA aluminium case system is supplemented by practical accessory holders and a rear bag.

The Expedition engine guard is a must. Made of folded, four-millimetre-thick special aluminium, it can also withstand heavier impacts.

An engine crash bar, which protects the cylinders from damage, is of course very important. The product fitted to our test bike comes from BMW's original accessories programme - but is still made by Touratech. Touratech manufactures the product as an OEM partner for BMW.

The Touring tank bag fits perfectly on the Adventure's tank. This means that important small items are quickly to hand.

And then there's the Touring tank bag and a small rear bag for all kinds of small items. The developers already have plenty more products in the pipeline.

Anyone who is prepared to get involved with a massive motorbike and has no problem with the seat height will have a lot of fun with the new BMW R 1300 GS Adventure. On-road and on adventure trips.

EXPERT OPINION

The new BMW R 1300 GS Adventure is not only visually different from the standard GS. TOURENFAHRER editor Till Ferges has scrutinised the details.

No need to be a BMW connoisseur: The R 1300 GS Adventure can be recognised as such from a distance. Its angular design differs fundamentally from the organic shapes of the standard GS, with which it shares the complete drivetrain, cockpit, electronics, main frame, brakes and, in principle, the chassis. In contrast, the huge 30-litre tank, the opulent seat, chic additional headlights, a large cockpit screen, plenty of visible aluminium and the countless eyelets and hooks for attaching luggage - no, there is no danger of confusion here.

Not even when saddling up. While the normal GS has a slim waist, the Adventure makes it clear who is the horse and who is the rider from the moment you sit down. As the entire rear frame has been redesigned for more comfort and luggage space and the suspension travel has increased to 210/220 millimetres, the ADV rider sits at a height of at least 87 centimetres as standard, even in the basic version.

Thanks to the optional ‘adaptive ride height adjustment’, the motorbike is still quite suitable for everyday use: when coming to a stop, the 1300 immediately drops a few centimetres. Without this feature and with the high seat of the Trophy version, however, 1.85 metres is not enough to safely heave the Boxer off the side stand.

And the adaptive ride height adjustment is just one of many extras. The Bavarians offer a total of four model versions as well as countless options such as the ASA automated gearshift assistant, radar-based riding aids, the Enduro Pro package, aluminium cases with USB-C charging sockets and so on.

Which brings us to the core of the motorbike: There is not just one R 1300 GS Adventure. There are as many as there are extras. During the first test ride, the lavishly equipped standard Adventure with automatic transmission rode like an incredibly comfortable touring steamer, while the GS Trophy variant with high enduro bench and small disc felt much more comfortable off-road. But ‘off-road’ is relative: The rider undoubtedly makes the decisions here and with the Metzeler Karoo 4 tyres fitted and the air pressure lowered, a lot is possible off-road. But getting this noble heavyweight out of the dirt is not only exhausting. It also feels somehow indecent to dent this steamship, which costs at least 22,335 euros.

The detailed driving report appears in TOURENFAHRER issue 12-2024: www.tourenfahrer.de